Buffer device for railway-cars.



W. H. MINER.

BUFFER DEVICE FOR RAILWAY CARS.

APPLICATION FILED DEC- I. I9I3.

Patented Aug. 31, 1915.

3 SHEETSSHEEI I.

11w 'gN 70R l4 ////am /7. M/ner BY J 5 HIE ATTORNEY WITNESSES:

W. H. MINER.

BUFFER DEVICE FOR RAlLWAY GARS.

APPLICATION FILED DEC. l. 1913.

Patented Aug. 31, 1915.

3 SHEETSSHEET 2.

l/l (I WITNESSES: Q Q Jamil/WW W. H. MINER.

BUFFER DEVICE FOR RAILWAY CARS.

APPLICATION FILED DEC- 19|3. 1,152,035. Patented Aug. 31, 1915.

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WILLIAM H. MINER, OF CHICAGO, ILLINOIS.

BUFFER DEVICE FOR RAILWAY-CARS.

v Specification of Letters Patent. Patented Aug, 31, 1915.

Application filed December 1, 1913. Serial No. 803,903.

To all whom it may concern Be it known that 1, WILLIAM H. MINER, acitizen of the United States, residing at Chicago, in the county of Cookand State of Illinois, have invented a certain new and usefulImprovement in Buffer Devices for Railway- Cars, of which the followingis a full, clear, concise, and exact description, reference being had tothe accompanying drawings, forming a part of this specification.

My invention relates to improvements in of thebuffin'g device; Fig. 3 isa side elevation partly in longitudinal vertical section of one'oftheside members of the bufling device showing the side stem thereof; Flg. 4

is a cross section taken on line 4 4 of Fig. l; Fig. 5' is a perspectiveview' of one of the rolls showing the bearing axle assembled therewith;Fig. 6 is a perspective view of one of the 'bearings for the rolls; Fig.7 is a perspective View of one ofv the rolls with its axle removed; Fig.8 is a perspective '-;'view of a-modified form of bearing for thefrolls.

Referring to the drawings the numeral 9 represents the-platform ofa.-passenger car provided 'Withapocket 10 for recelvlng the""central'eompression resisting members of. the

"bufling device' 11 The central compression .resisting member 13consists of, a shel112 COHthlIllHgfIfifitiOIl mechanism 13; abufier 'cap14 adapted to engagethe-wedge-stem 1 5 and the preliminary. spr ng- 16,which 1s seated around the said wed e stem.

The numeral 17 represents the central buiferstem engaging at its rearend the ecu tral buifing member and at its forward end the rear face 18of the face plate .19, which.

in usual construction comprises" the rear member 20 and the front member21.

The numeral 22 represents the front platform end sill or buffer beam.

In preferable construction the bufiing device is provided with sidemembers 23, 23, there being one at either side of the central buliingmember, each of substantially the same construction, which consists of.a side stem 24, the side stems 24, 24, and the center stem 17, eachpassing through the buffer beam or platform end sill 22 through suitable apertures 25, 25 and 26, 26 provided in the front and rear portionsthereof respectively. The buffer beam 22 is provided with a plurality ofhollow chambers 27, 27, 27, each of said chambers being adapted toreceive a buffer stem therethrough. The side stems are each preferablyrectangular or square in cross section in the forward portion thereof,the rearward portion thereof being preferably cylindrical in form orcircular in cross section. -The rear portion of each side stem isprovided at its rear end with a spring seat 28, a nut 29, and preferablywith a cotter pin 30 to secure the nut against accidental displacement.Adjacent the rear face of the buffer beam each side stem is providedwith a spring seat 31 against which is seated at its forward end theside stem spring 32, the said side stem spring engaging at its rear endthe spring seat 28.

The side walls of each chamber 27 in the buffer beam are formed byplates 34, 34 extended transversely of the beam and preferably integraltherewith. Each of said chambers is provided with bottom rollers 35,

' preferably two in number, each of said rollers being adapted to engagethe buffer stem passers comprises a roll 36, referably cylindrical inform, with a trunnion 37 extended from either end thereof. The trunnion37 preferably consists of the ends of an axle 38 passed through theopening 39 in the roller. One

desirable way of making the rollers is to provide the axle 38 and castthe roll 36 about the same. Each of the bottom rollers is 'journaled inabearing 40, the-said'bearing I being preferably va block-like member inshape withvertical end faces 41, 41, and provided witha lugi42 on itsbottom surface, each'of said bearings being mounted upon a spring 43seated at its lower end against the bottom wall 44 of a chamber 27, andat its upperend' about the lug 42.

A vertical way 45'is provided in each chamber for the bearing 40, and inpreferable construction the ends 41 of the bearing 40 are adapted toengage against the sides 46, 46 ofthe way 45. Ihe chambers through Whichthe side stems are passed are provided with upper rollers, preferablyone for each chamber. Each of the upper rollers preferably comprises acylinder 47 having an axle 48 passing therethrough, and extending ateither end through a perforation 49 provided in the adjacent plates 3 1.Each axle 48 has a head 50 at one end and a cotter pin 51 at its otherend. to guard against accidental displacement. The forward end of eachside stem-engages the face plate by means of an annular pin 52 withwhich the side stem is provided, the said pin being received Within astrap 53 secured to the face plate.

In the modification of bearing for the rollers shown in Fig. 8 of thedrawings the numeral 55 represents a block-like bearing member providedwith a plurality of recesses 56, 56, each to receive a trunnion of aroll, and also provided with a plurality of lugs 57 57 around each ofwhich the ends of a spring may be seated. If this form of bearing isemployed the same is disposed within a chamber 27 in the buffer beam,the ways 45 hereinbefore described may be dispensed with, and thebearing 55 mounted in the single way formed by the ends of a chamber 27.

It will be understood that the face plate 20 engages a similar faceplate upon the next adjacent car in a train of cars. The face plate inusual car construction is required to support other heavy parts of thecar vestibule including the heavy vestibule face plates. It is importantthat the face plates herein described and the vestibule face platesborne by the same upon one car he kept in constant contact with the faceplates of the adjacent railroad car in a train to prevent injury tothose passing from one car to another by obviating the danger of beingcaught between vestibule face plates, or the face plates 20 describedherein, should nieaoae the same become separated. Heretofore uponwearing of the bufi'er stems and a consequent distortion in the shapethereof it has clearance of the buffer stems within the buffer beam atall times during the life of the car, and thus not only insures a ready.p

response of the parts in sudden relative movements of the carsof thetrains, but also insures the constant engagement of the face andvestibule plates of one car withthe face and vestibule plates of anothercar, and further results in the prevention of the rattling in carvestibules that has heretofore been constant in the operation of trainswhen the buffer stems become even slightly worn.

I claim 7 1. In a buffer for railway cars, the combination with a bufferbeam and buffer stem,

of anti-friction rollers between which said I stem is mounted, therollers being placed above and below said stem and the lower rollershaving extended trunnions; at the ends thereof, separate slidablebearings for said trunnions at each end of the rollers, and

springs beneath said bearings.

2. In a bufier for railway-cars, the combination with a buffer beam andbuffer stem,

of anti-friction rollers between which said stem is mounted, some ofsaid rollers having extended trunnions at the ends thereof, bear-' ingsfor said trunnions at the ends of the rollers, and springs supportingsaid bear ings, said buffer beambeing provided with integral guidewaysin which said bearings are mounted.

' WILLIAM H, MINER.

Witnesses: ELIZABETH Brur'r',

J osnrn HABRIs.

